US7606652B2 - Torque based crank control - Google Patents
Torque based crank control Download PDFInfo
- Publication number
- US7606652B2 US7606652B2 US12/015,016 US1501608A US7606652B2 US 7606652 B2 US7606652 B2 US 7606652B2 US 1501608 A US1501608 A US 1501608A US 7606652 B2 US7606652 B2 US 7606652B2
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- Prior art keywords
- engine
- torque
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- air
- value
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
- F02D31/001—Electric control of rotation speed
- F02D31/002—Electric control of rotation speed controlling air supply
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1497—With detection of the mechanical response of the engine
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0203—Variable control of intake and exhaust valves
- F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
- F02D13/0219—Variable control of intake and exhaust valves changing the valve timing only by shifting the phase, i.e. the opening periods of the valves are constant
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D2041/001—Controlling intake air for engines with variable valve actuation
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
- F02D2041/1434—Inverse model
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1002—Output torque
- F02D2200/1004—Estimation of the output torque
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
- F02D2200/703—Atmospheric pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
- F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D41/1406—Introducing closed-loop corrections characterised by the control or regulation method with use of a optimisation method, e.g. iteration
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
Definitions
- the present invention relates to engines, and more particularly to torque-based control of an engine.
- Air flow into the engine is regulated via a throttle. More specifically, the throttle adjusts throttle area, which increases or decreases air flow into the engine. As the throttle area increases, the air flow into the engine increases.
- a fuel control system adjusts the rate that fuel is injected to provide a desired air/fuel mixture to the cylinders. As can be appreciated, increasing the air and fuel to the cylinders increases the torque output of the engine.
- Engine control systems have been developed to accurately control engine speed output to achieve a desired engine speed.
- Traditional engine control systems do not control the engine speed as accurately as desired.
- traditional engine control systems do not provide as rapid of a response to control signals as is desired or coordinate engine torque control among various devices that affect engine torque output.
- the present disclosure provides a control system and method of regulating operation of an engine.
- the control system can include a minimum torque module that determines a torque request based upon at least two of a measured revolutions per minute (RPM) of an engine, a barometric pressure, and a coolant temperature of the engine.
- a first engine air module can determine a first desired engine air value based upon predetermined actuator values and a torque value based upon the torque request.
- the predetermined actuator values can include a predetermined RPM of the engine.
- a throttle area module can determine a desired throttle area based upon the first desired engine air value and the predetermined RPM.
- the first desired engine air value can include a manifold pressure of the engine.
- the first desired engine air value can comprise one of an air per cylinder of the engine and a mass air flow of the engine.
- a second engine air module can determine a second desired engine air value based upon the predetermined actuator values and the torque value.
- the throttle area module can determine the desired throttle area based upon the first and second desired engine air values and the predetermined RPM.
- the first and second desired engine air values can comprise a manifold pressure and an air flow, respectively.
- a hybrid optimization module can generate the torque value based upon the torque request and generate an electric motor torque value based upon the torque request.
- a sum of the torque value and the electric motor torque value can be approximately equal to the torque request.
- the hybrid optimization module can generate the torque value based upon the torque request and an estimated torque.
- a torque estimation module can generate the estimated torque based upon an estimated engine air value.
- the estimated engine air value can be an estimated air per cylinder.
- a phaser control module can determine a position of at least one of an intake cam phaser and an exhaust cam phaser based upon the measured RPM and the desired throttle area.
- the method of regulating operation of the engine can include determining a torque request based upon at least two of a measured revolutions per minute (RPM) of an engine, a barometric pressure, and a coolant temperature of the engine.
- a first desired engine air value can be determined based upon predetermined actuator values and a torque value based upon the torque request.
- the predetermined actuator values can include a predetermined RPM.
- a desired throttle area can be determined based upon the first desired engine air value and the predetermined RPM.
- the first desired engine air value can comprise a manifold pressure of the engine. According to still other features, the first desired engine air value can comprise one of an air per cylinder of the engine and a mass air flow of the engine.
- a second desired engine air value can be determined based upon the predetermined actuator values and the torque value.
- the throttle area module can determine the desired throttle area based upon the first and second desired engine air values and the predetermined RPM.
- the first and second desired engine air values can comprise a manifold pressure and an air flow, respectively.
- the torque value can be generated based upon the torque request.
- An electric motor torque value can be generated based upon the torque request.
- a sum of the torque value and the electric motor torque value can be approximately equal to the torque request.
- the estimated torque can be generated based upon an estimated engine air value.
- the estimated engine air value can be an estimated air per cylinder.
- a position of at least one of an intake cam phaser and an exhaust cam phaser can be determined based upon the measured RPM and the desired throttle area.
- FIG. 1 is a schematic illustration of an exemplary engine system according to the present disclosure
- FIG. 2 is a block diagram illustrating modules that execute the torque-based control of the present disclosure for a vehicle having a hybrid powertrain;
- FIG. 3 is a block diagram illustrating modules that execute the torque-based control of the present disclosure for a vehicle having an internal combustion engine powertrain;
- FIG. 4 is a block diagram illustrating exemplary modules of the torque estimation module of FIG. 2 ;
- FIG. 5 is a block diagram illustrating exemplary modules of the torque control module of FIGS. 2 and 3 ;
- FIG. 6 is a flowchart illustrating steps executed by the torque-based crank control of the present disclosure.
- module refers to an application specific integrated circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or group) and memory that execute one or more software or firmware programs, a combinational logic circuit, or other suitable components that provide the described functionality.
- ASIC application specific integrated circuit
- processor shared, dedicated, or group
- memory that execute one or more software or firmware programs, a combinational logic circuit, or other suitable components that provide the described functionality.
- an engine system 10 includes an engine 12 that combusts an air and fuel mixture to produce drive torque. Air is drawn into an intake manifold 14 through a throttle valve 16 . The throttle valve 16 regulates mass air flow into the intake manifold 14 . Air within the intake manifold 14 is distributed into cylinders 18 . Although a single cylinder 18 is illustrated, it can be appreciated that the coordinated torque control system of the present invention can be implemented in engines having a plurality of cylinders including, but not limited to, 2, 3, 4, 5, 6, 8, 10 and 12 cylinders.
- a fuel injector (not shown) injects fuel that is combined with the air as it is drawn into the cylinder 18 through an intake port.
- the fuel injector may be an injector associated with an electronic or mechanical fuel injection system 20 , a jet or port of a carburetor or another system for mixing fuel with intake air.
- the fuel injector is controlled to provide a desired air-to-fuel (A/F) ratio within each cylinder 18 .
- An intake valve 22 selectively opens and closes to enable the air/fuel mixture to enter the cylinder 18 .
- the intake valve position is regulated by an intake cam shaft 24 .
- a piston (not shown) compresses the air/fuel mixture within the cylinder 18 .
- a spark plug 26 initiates combustion of the air/fuel mixture, which drives the piston in the cylinder 18 .
- the piston drives a crankshaft (not shown) to produce drive torque.
- Combustion exhaust within the cylinder 18 is forced out an exhaust port when an exhaust valve 28 is in an open position.
- the exhaust valve position is regulated by an exhaust cam shaft 30 .
- the exhaust is treated in an exhaust system and is released to atmosphere.
- the engine system 10 can include an intake cam phaser 32 and an exhaust cam phaser 34 that respectively regulate the rotational timing of the intake and exhaust cam shafts 24 , 30 . More specifically, the timing or phase angle of the respective intake and exhaust cam shafts 24 , 30 can be retarded or advanced with respect to each other or with respect to a location of the piston within the cylinder 18 or crankshaft position. In this manner, the position of the intake and exhaust valves 22 , 28 can be regulated with respect to each other or with respect to a location of the piston within the cylinder 18 . By regulating the position of the intake valve 22 and the exhaust valve 28 , the quantity of air/fuel mixture ingested into the cylinder 18 and therefore the engine torque is regulated.
- the engine system 10 can also include an exhaust gas recirculation (EGR) system 36 .
- the EGR system 36 includes an EGR valve (not shown) that regulates exhaust flow back into the intake manifold 14 .
- the EGR system is generally implemented to regulate emissions. However, the mass of exhaust air that is circulated back into the intake manifold 14 also affects engine torque output.
- a control module 40 operates the engine 12 based on the torque-based engine control of the present disclosure. More specifically, the control module 40 generates a throttle control signal and a spark advance control signal. A throttle position signal is generated by a throttle position sensor (TPS) 42 . An operator input 43 , such as an accelerator pedal, generates an operator input signal. The control module 40 commands the throttle valve 16 to a steady-state position to achieve a desired throttle area (A THRDES ) and commands the spark timing to achieve a desired spark timing (S DES ) A throttle actuator (not shown) adjusts the throttle position based on the throttle control signal.
- THRDES throttle area
- S DES desired spark timing
- a throttle actuator (not shown) adjusts the throttle position based on the throttle control signal.
- An intake air temperature (IAT) sensor 44 is responsive to a temperature of the intake air flow and generates an intake air temperature (IAT) signal.
- a mass airflow (MAF) sensor 46 is responsive to the mass of the intake air flow and generates a MAF signal.
- a manifold absolute pressure (MAP) sensor 48 is responsive to the pressure within the intake manifold 14 and generates a MAP signal.
- An engine coolant temperature sensor 50 is responsive to a coolant temperature and generates an engine temperature signal.
- An engine speed sensor 52 is responsive to a rotational speed (i.e., RPM) of the engine 12 and generates in an engine speed signal.
- RPM rotational speed
- the engine system 10 can also include a turbo or supercharger 54 that is driven by the engine 12 or engine exhaust.
- the turbo 54 compresses air drawn in from the intake manifold 14 . More particularly, air is drawn into an intermediate chamber of the turbo 54 . The air in the intermediate chamber is drawn into a compressor (not shown) and is compressed therein. The compressed air flows back to the intake manifold 14 through a conduit 56 for combustion in the cylinders 18 .
- a bypass valve 58 is disposed within the conduit 56 and regulates the flow of compressed air back into the intake manifold 14 .
- the engine system 10 can have a hybrid powertrain (identified in phantom).
- a motor generator 70 can be coupled to the engine 12 using a drive 72 such as a belt drive, a chain drive, a clutch system or any other device.
- the motor generator 70 can be powered by an electric storage device 74 .
- the vehicle can be driven forward either by the engine 12 , the motor generator 70 or a combination of both.
- the control module 40 A can include a MAF estimation module 82 , a torque estimation module 84 , an axle torque arbitration module 85 , a hybrid optimization module 86 , a minimum torque calculation module 88 , a propulsion arbitration module 90 , and a torque control module 92 .
- S is the spark timing
- I is the intake cam phase angle
- E is the exhaust cam phase angle
- B is the barometric pressure
- ⁇ is a thermal efficiency factor that is determined based on IAT.
- the coefficients a P are predetermined values.
- a ⁇ ⁇ P ⁇ ⁇ C EST a p ⁇ ⁇ 1 * ⁇ * M ⁇ ⁇ A ⁇ ⁇ P ACT + ( a p ⁇ ⁇ 0 + a p ⁇ ⁇ 2 * B ) * ⁇ - a A ⁇ ⁇ 0 a A ⁇ ⁇ 1 ( 3 )
- APC EST is corrected based on a measured or actual APC (APC ACT ) to provide a corrected APC EST .
- MAP ACT is monitored to determine whether the engine 12 is operating at steady-state. For example, if the difference between a current MAP ACT and a previously recorded MAP ACT is less than a threshold difference, the engine 12 is operating at steady-state.
- VE is subsequently determined based on APCEST in accordance with the following relationship:
- VE A ⁇ ⁇ P ⁇ ⁇ C EST M ⁇ ⁇ A ⁇ ⁇ P ACT * k ⁇ ( I ⁇ ⁇ A ⁇ ⁇ T ) ( 5 )
- k is a coefficient that is determined based on IAT using, for example, a pre-stored look-up table. Additional details of one suitable MAF estimation module may be found in co-owned and co-pending U.S. application Ser. No. 11/737,190, filed on Apr. 19, 2007, which is incorporated by reference in its entirety.
- the APC EST can then be output to the torque estimation module 84 .
- the exemplary modules include a MAP-based torque model module 110 , an inverse APC-based torque model module 112 , a corrector module 114 , a steady-state determining module 116 , and a summer module 120 .
- the MAP-based torque model module 110 determines T MAP using the MAP-based torque model described above.
- the inverse APC-based torque model module 112 determines APC EST based on a torque output from the MAP-based torque model module 110 .
- the corrector module 114 determines APC CORR based on APC EST , APC ACT and a signal from the steady-state determining module 116 . More specifically, the steady-state determining module 116 determines whether the engine 12 is operating in steady-state based on MAP ACT . If the engine 12 is operating in steady-state, a correction factor is output by the corrector module 114 . If the engine 12 is not operating in steady-state, the correction factor is set equal to zero.
- the summer module 120 sums APC EST and the correction factor to provide a corrected APC EST . In various implementations, the corrector module 114 is not used.
- the APC is input into the torque estimation module 84 ( FIG. 2 ).
- the torque-based APC determination control enables an APC value to be determined from a known data set.
- the data set is generated during the course of engine development using a tool such as DYNA-AIR. Because these values can be determined from known values, the amount of dynamometer time is reduced, because the APC value does not need to be determined while the engine 12 is running on a dynamometer during engine development. This contributes to reducing the overall time and cost of engine development.
- the torque-based APC determination control provides an automated process for estimating the APC values.
- the torque estimation module 84 determines an estimated torque being produced based on the APC output from the MAF estimation module 82 .
- a detailed description of the torque estimation module 84 may be found in co-owned U.S. Pat. No. 6,704,638 which is incorporated by reference in its entirety.
- the minimum torque calculation module 88 determines a minimum torque needed to activate the engine 12 based on an engine RPM, a barometric pressure and coolant temperature.
- the engine RPM can be 550 RPM if at idle operating speed. Other values are contemplated.
- the axle torque arbitration module 85 arbitrates between driver inputs and other axle torque requests.
- driver inputs may include accelerator pedal position.
- Other axle torque requests may include torque reduction requested during a gear shift by a transmission control module, torque reduction requested during wheel slip by a traction control system, and torque requests to control speed from a cruise control system.
- the axle torque arbitration module 85 outputs a predicted torque and an immediate torque.
- the predicted torque is the amount of torque that will be required in the future to meet the driver's torque and/or speed requests.
- the immediate torque is the torque required at the present moment to meet temporary torque requests, such as torque reductions when shifting gears or when traction control senses wheel slippage.
- the immediate torque may be achieved by engine actuators that respond quickly, while slower engine actuators are targeted to achieve the predicted torque.
- a spark actuator may be able to quickly change spark advance, while cam phaser or throttle actuators may be slower to respond.
- the axle torque arbitration module 85 outputs the predicted torque and the immediate torque to the hybrid optimization module 86 .
- the hybrid optimization module 86 determines how much torque should be produced by the engine 12 and how much torque should be produced by the electric motor generator 70 based on the estimated torque output by the torque estimation module 84 , the predicted and immediate torque output by the axle torque arbitration module 85 , and the minimum torque output by the minimum torque calculation module 88 . The hybrid optimization module 86 then outputs modified predicted and immediate torque values to the propulsion arbitration module 90 .
- the propulsion arbitration module 90 arbitrates between the predicted and immediate torque and propulsion torque requests.
- Propulsion torque requests may include torque reductions for engine over-speed protection and torque increases for stall prevention.
- the torque control module 92 receives the predicted torque and the immediate torque from the propulsion arbitration module 90 .
- a torque based control system for a vehicle powered solely by an internal combustion engine is shown and generally identified at reference 40 B.
- the control module 40 B can include a minimum torque calculation module 98 , a propulsion arbitration module 100 , and a torque control module 102 .
- the operation of the torque based control module 40 B is substantially similar to the torque based control module 40 A described above, but because the powertrain does not have an electric motor, the minimum torque calculation module 98 outputs a predicted torque and an immediate torque to the propulsion arbitration module 100 .
- the torque control modules 92 and 102 can include an inverse MAP torque module 150 , an inverse APC torque module 154 , a compressible flow (throttle area) module 158 , a phaser scheduling and actuation module 162 , and a spark actuator module 166 .
- the propulsion arbitration module 90 outputs the predicted torque to the inverse MAP torque module 150 and the inverse APC torque module 154 .
- the propulsion arbitration module 90 also outputs the immediate torque to the spark actuator module 166 .
- Various predetermined actuator inputs such as spark advance (S), intake (I), exhaust (E), and RPM are input into the inverse MAP torque module 150 and to the inverse APC torque module 154 . Notably these actuator inputs can be predefined based on a calibration rather than measured values.
- the inverse APC module 154 may use calculations to determine APC based upon the desired torque and the predetermined actuator inputs.
- the inverse APC module 154 may implement a torque model that estimates torque based on the predetermined actuator inputs such as S, I, E, and RPM.
- Other predetermined actuator inputs can be used and include air/fuel ratio (AF), oil temperature (OT) and a number of cylinders currently being fueled (#). If the desired torque T des is assumed to be the torque model output, and the received actuator positions are substituted, the inverse APC module 154 can solve the torque model for the only unknown, APC.
- the inverse APC module 154 outputs the calculated APC to a compressible flow module 158 .
- the inverse MAP module 150 determines a desired MAP based on the desired torque from the propulsion arbitration module 90 and the predetermined actuator inputs.
- the inverse MAP module 150 outputs the desired MAP to the compressible flow module 158 .
- the compressible flow module 158 determines a desired throttle area based on the desired MAF (which is proportional to desired APC) and the desired MAP.
- the desired area may be calculated using the following equation:
- P baro may be directly measured using a sensor, such as the IAT sensor 44 , or may be calculated using other measured or estimated parameters.
- the ⁇ function may account for changes in airflow due to pressure differences on either side of the throttle valve 16 .
- the ⁇ function may be specified as follows:
- P critical is defined as the pressure ratio at which the velocity of the air flowing past the throttle valve 16 equals the velocity of sound, which is referred to as choked or critical flow.
- the compressible flow module 158 outputs the desired area to the throttle valve 16 to provide the desired opening area and to the phaser scheduling and actuation module 162 .
- the phaser scheduling and actuation module 162 commands the intake and/or exhaust cam phasers 32 and 34 to calibrated values.
- the spark actuator module 166 energizes a spark plug 26 in the cylinder 18 , which ignites the air/fuel mixture.
- the timing of the spark may be specified relative to the time when the piston is at its topmost position, referred to as to top dead center (TDC), the point at which the air/fuel mixture is most compressed.
- Control begins in step 202 , where the engine operating parameters are measured. Control continues in step 206 , where control determines a torque request based on the measured operating parameters. Control continues in step 210 where control determines a desired engine air value based on predetermined actuator values and a torque based on the torque request. Control continues in step 214 where control determines a desired throttle area based on the desired engine air value and the predetermined RPM. Control then loops to step 202 .
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
T MAP=(a p1((RPM,I,E,S)*MAPACT +a p0(RPM,I,E,S)+a P2(RPM,I,E,S)*B))*η(IAT) (1)
where:
T APC =a A1(RPM,I,E,S)*APC+a A0(RPM,I,E,S) (2)
The coefficients aA are predetermined values. Because TMAP is equal to TAPC, the APC-based torque model can be inverted to calculate APCEST based on MAPACT, in accordance with the following relationship:
APCEST=APCEST +k 1*∫(APCEST=APCACT)dt (4)
k1 is a pre-determined corrector coefficient. MAPACT is monitored to determine whether the
k is a coefficient that is determined based on IAT using, for example, a pre-stored look-up table. Additional details of one suitable MAF estimation module may be found in co-owned and co-pending U.S. application Ser. No. 11/737,190, filed on Apr. 19, 2007, which is incorporated by reference in its entirety. The APCEST can then be output to the
APCdes =T apc −1(T des ,S,I,E,RPM). (7)
MAPdes =T map −1((T des +f(delta— T)),RPM,S,I,E,AF,OT,#) (8)
where f(delta_T) is a filtered difference between MAP-based and APC-based torque estimators. The
and where Rgas is the ideal gas constant, T is intake air temperature, and Pbaro is barometric pressure. Pbaro may be directly measured using a sensor, such as the
and where γ is a specific heat constant that is between approximately 1.3 and 1.4 for air. Pcritical is defined as the pressure ratio at which the velocity of the air flowing past the
Claims (20)
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US12/015,016 US7606652B2 (en) | 2007-11-02 | 2008-01-16 | Torque based crank control |
DE102008054061.7A DE102008054061B4 (en) | 2007-11-02 | 2008-10-31 | Machine control system and method for controlling a machine |
CN2008101887958A CN101457702B (en) | 2007-11-02 | 2008-10-31 | Torque based crank control |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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US98490407P | 2007-11-02 | 2007-11-02 | |
US12/015,016 US7606652B2 (en) | 2007-11-02 | 2008-01-16 | Torque based crank control |
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Publication Number | Publication Date |
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US20090118967A1 US20090118967A1 (en) | 2009-05-07 |
US7606652B2 true US7606652B2 (en) | 2009-10-20 |
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Application Number | Title | Priority Date | Filing Date |
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US12/015,016 Expired - Fee Related US7606652B2 (en) | 2007-11-02 | 2008-01-16 | Torque based crank control |
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US (1) | US7606652B2 (en) |
CN (1) | CN101457702B (en) |
DE (1) | DE102008054061B4 (en) |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20090118972A1 (en) * | 2007-11-05 | 2009-05-07 | Gm Global Technology Operations, Inc. | Inverse torque model solution and bounding |
US20100222982A1 (en) * | 2009-02-27 | 2010-09-02 | Gm Global Technology Operations, Inc. | Torque model-based cold start diagnostic systems and methods |
US8600648B2 (en) | 2011-05-02 | 2013-12-03 | Ford Global Technologies, Llc | Method and system for engine speed control |
US9387850B2 (en) | 2013-05-23 | 2016-07-12 | GM Global Technology Operations LLC | Method and apparatus for controlling a multi-mode powertrain system |
US20170051653A1 (en) * | 2012-08-29 | 2017-02-23 | Ford Global Technologies, Llc | Method to limit temperature increase in a catalyst and detect a restricted exhaust path in a vehicle |
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US8224519B2 (en) | 2009-07-24 | 2012-07-17 | Harley-Davidson Motor Company Group, LLC | Vehicle calibration using data collected during normal operating conditions |
DE102016200006B4 (en) * | 2016-01-04 | 2024-11-07 | Magna Steyr Fahrzeugtechnik Gmbh & Co Kg | Method for damping jerks in the drive train of a vehicle |
CN106762173B (en) * | 2016-12-15 | 2019-06-11 | 北京汽车研究总院有限公司 | A kind of control method for engine speed, device and automobile |
GB2576025A (en) * | 2018-08-01 | 2020-02-05 | Comb Order Ltd | Synchronous real time dynamometer |
FR3089257B1 (en) * | 2018-12-04 | 2022-01-07 | Continental Automotive France | Method for controlling an internal combustion engine with learning of atmospheric pressure |
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Cited By (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20090118972A1 (en) * | 2007-11-05 | 2009-05-07 | Gm Global Technology Operations, Inc. | Inverse torque model solution and bounding |
US7980221B2 (en) * | 2007-11-05 | 2011-07-19 | GM Global Technology Operations LLC | Inverse torque model solution and bounding |
US20100222982A1 (en) * | 2009-02-27 | 2010-09-02 | Gm Global Technology Operations, Inc. | Torque model-based cold start diagnostic systems and methods |
US8364376B2 (en) | 2009-02-27 | 2013-01-29 | GM Global Technology Operations LLC | Torque model-based cold start diagnostic systems and methods |
US8600648B2 (en) | 2011-05-02 | 2013-12-03 | Ford Global Technologies, Llc | Method and system for engine speed control |
US9328680B2 (en) | 2011-05-02 | 2016-05-03 | Ford Global Technologies, Llc | Method and system for engine speed control |
US20170051653A1 (en) * | 2012-08-29 | 2017-02-23 | Ford Global Technologies, Llc | Method to limit temperature increase in a catalyst and detect a restricted exhaust path in a vehicle |
US10718250B2 (en) * | 2012-08-29 | 2020-07-21 | Ford Global Technologies, Llc | Method to limit temperature increase in a catalyst and detect a restricted exhaust path in a vehicle |
US9387850B2 (en) | 2013-05-23 | 2016-07-12 | GM Global Technology Operations LLC | Method and apparatus for controlling a multi-mode powertrain system |
Also Published As
Publication number | Publication date |
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US20090118967A1 (en) | 2009-05-07 |
DE102008054061B4 (en) | 2017-09-14 |
CN101457702B (en) | 2013-06-19 |
DE102008054061A1 (en) | 2009-06-10 |
CN101457702A (en) | 2009-06-17 |
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